Intelligent electronic footwear and control logic for automated infrastructure-based pedestrian tracking

ABSTRACT

Presented are intelligent electronic footwear and apparel with controller-automated features, methods for making/operating such footwear and apparel, and control systems for executing automated features of such footwear and apparel. A method for automating a collaborative operation between an intelligent electronic shoe (IES) and an intelligent transportation management (ITM) system includes receiving, via a detection tag attached to the IES shoe structure, a prompt signal from a transmitter-detector module communicatively connected to a traffic system controller of the ITM system. In reaction to the received prompt signal, the detection tag transmits a response signal to the transmitter-detector module. The traffic system controller uses the response signal to determine a location of the IES&#39;s user, and the current operating state of a traffic signal proximate the user&#39;s location. The traffic system controller transmits a command signal to the traffic signal to switch from the current operating state to a new operating state.

CLAIM OF PRIORITY AND CROSS-REFERENCE TO RELATED APPLICATION

This application is a divisional of U.S. patent application Ser. No.16/114,648, which was filed on Aug. 28, 2018, is now allowed, and claimsthe benefit of and priority to U.S. Provisional Patent Application No.62/678,796, filed on May 31, 2018, both of which are incorporated hereinby reference in their respective entireties and for all purposes.

TECHNICAL FIELD

The present disclosure relates generally to wearable electronic devices.More specifically, aspects of this disclosure relate to systems,methods, and devices for enabling automated features of intelligentelectronic footwear and apparel.

BACKGROUND

Articles of footwear, such as shoes, boots, slippers, sandals, and thelike, are generally composed of two primary elements: an upper forsecuring the footwear to a user's foot; and a sole structure forproviding subjacent support for the foot. Uppers may be fabricated froma variety of materials—including textiles, foams, polymers, natural andsynthetic leathers, etc.—that are stitched or adhesively bonded togetherto form a shell or harness for securely receiving a foot. For sandalsand slippers, the upper may have an open toe or heel construction or maybe generally limited to a series of straps extending over the instepand, in some designs, around the ankle. Conversely, boot and shoedesigns incorporate a full upper with a closed toe or heel constructionand an ankle opening through a rear quarter portion that provides accessto the footwear's interior, facilitating entry and removal of the footinto and from the upper. A shoelace or strap may be utilized to securethe foot within the upper.

The sole structure is generally attached to a lower portion of theupper, positioned between the user's foot and the ground. In manyarticles of footwear, including athletic shoes, the sole structure is alayered construction that generally incorporates a comfort-enhancinginsole, an impact-mitigating midsole, and a surface-contacting outsole.The insole, which may be located partially or entirely within the upper,is a thin and compressible member that provides a contact surface forthe underside of the user's foot. By comparison, the midsole is mountedunderneath the insole, forming a middle layer of the sole structure. Inaddition to attenuating ground reaction forces, the midsole may help tocontrol foot motion and impart stability. Secured to the underside ofthe midsole is an outsole that forms the ground-contacting portion ofthe footwear and is usually fashioned from a durable and wear-resistantmaterial that includes features for improving traction.

SUMMARY

Presented herein are intelligent electronic footwear with attendantcontrol logic for enabling automated footwear capabilities, methods formaking and methods for using such footwear, and control systems forprovisioning automated features of intelligent electronic footwear. Byway of example, there is presented an Internet of Adaptive Apparel andFootwear (IoAAF) system that wirelessly communicates with an intelligentelectronic shoe (IES) to provision communication between the IES and amotor vehicle, i.e., footwear-to-vehicle (F2V) communications, or theIES and an intelligent transportation system, i.e.,footwear-to-infrastructure (F2I) communications. In a representativeimplementation, an IES is equipped with a detection tag, such as a radiofrequency (RF) transponder, that receives an incoming prompt signal.Prompt signals may be broadcast by a transmitter-detector module mountedto a stationary structure, such as a building, lamp post or trafficsignal pole, or to a moving structure, such as a Society of AutomotiveEngineers (SAE) Level 3, 4 or 5 autonomous vehicle.

An IES detection tag may reply to the incoming prompt signal, which mayhave an RF power with a first frequency, by retransmitting the incomingsignal as a transparent output signal, which may have an RF power with asecond frequency. The transponder may be outfit with a frequency filterthat limits incoming signals to those with the first frequency, afrequency converter that converts the incoming signal into thetransparent output signal, and an amplifier that intensifies the outputsignal based on the incoming signal. Using vehicle-mounted orstructure-mounted RF transmitter-detector modules to sweep an upcomingor surrounding area for response signals output by an IES transponderfacilitates pedestrian collision avoidance by providing advance warningprior to field of view recognition.

By placing a detection tag on an IES and automating communicationbetween the IES detection tag and a complementary transmitter-detectormounted on a vehicle, street pole, nearby building, etc., the networkedIoAAF system allows the connected parties to “see ahead” of an impendingcollision by eliminating the need for direct line-of-sight sensing andprovides upcoming “awareness” before the IES is in close proximity tothe vehicle. In effect, the IoAAF system architecture helps to eliminatefalse negatives caused by standard sensor hardware being unable toeffectively monitor pedestrians concealed at blind corners or behindother visual obstructions. Collision avoidance can be further enhancedby automating an audible, visible, and/or tactile warning to thepedestrian via the IES or by altering pedestrian flow through modulationof crosswalk signal timing. In addition to enabling pedestrian safetyrecognition, disclosed IoAAF systems can be employed in a manufacturingfacility, e.g., to prevent robot-borne injury to assembly line workers,in a storage facility, e.g., to avert collision between a worker and aforklift or automated guided vehicle (AGV), or at a road constructionsite, e.g., to protect construction workers from passing vehicles.

For F2V and F2I applications, the IoAAF system can automatecommunication with the smart footwear/apparel, e.g., to conduct apedestrian collision threat assessment based on a myriad of availabledata. For instance, the F2I system may conduct a pedestrian collisionthreat assessment prior to line-of-sight between the moving object andIES user by aggregating, fusing, and analyzing: IES-generated userdynamics data (e.g., location, velocity, trajectory, accel./decel.,etc.); user behavioral data (e.g., historical behavior at particularcorner of intersection, historical behavior at intersections generally,historical behavior in current surrounding conditions, etc.);environmental data (e.g., intersection with red light vs. green light,residential vs. urban setting, inclement weather conditions vs. optimaldriving conditions); crowd-sourced data (dynamics and behavior of otherpedestrians near the IES user whom are also wearing intelligentfootwear/apparel). Interoperable component communication is typicallywireless and bi-directional, with data being delivered to and frominfrastructure components over an ad hoc network e.g., using dedicatedshort-range communication (DSRC). Traffic management supervision systemscan use IES, infrastructure, and vehicle data to set variable speedlimits and adjust traffic signal phase and timing.

To enable wireless communications between an IES and a remote computingnode, the IES may piggyback a communication session established by theuser's smartphone, handheld computing device, or other portableelectronic device with wireless communications capabilities.Alternatively, the IES may operate as a standalone device with aresident wireless communications device that is packaged within the shoestructure. Other peripheral hardware may include a resident controller,shortwave antenna, rechargeable battery, resident memory, SIM card,etc., all of which are housed inside the shoe structure. An IES may beequipped with a human-machine interface (HMI) that allows the user tointeract with the footwear and/or the IoAAF system. For instance, one ormore electroactive polymer (EAP) sensors may be woven into or formed aspatches mounted on the shoe structure and operable to receive userinputs that allow the user to control operational aspects of the IES.Likewise, any of the attendant operations for executing an automatedfootwear feature may be executed locally via the IES controller or maybe off-boarded in a distributing computing fashion for execution by thesmartphone, handheld computing device, IoAAF system, or any combinationthereof.

As yet a further option, execution of any one or more desired footwearfeatures may initially require security authentication of a user via theIES controller and/or an IoAAF system server computer. For instance, adistributed array of sensors within the shoe structure communicates withthe IES controller to perform biometric validation, such as confirming auser's weight (e.g., via pressure sensors), shoe size (e.g., via ElectroAdaptive Reactive Lacing (EARL)), toe print (e.g., via an opticalfingerprint sensor), gait profile, or other suitable method. As anextension of this concept, any of the foregoing sensing devices may beemployed as a binary (ON/OFF) switch to confirm the IES is actually on auser's foot when attempting to execute an automated feature.

Provisioning wireless data exchanges to facilitate execution of anautomated feature may require the IES be registered with the IoAAFsystem. For instance, a user may record an IES serial number with theIoAAF system, which will then issue a validation key to a personalaccount, e.g., a “digital locker” operating on the user's smartphone,tablet, PC, or laptop, to provide additional authentication.Registration may be completed manually, e.g., via the user, ordigitally, e.g., via a barcode or near-field communication (NFC) tag onthe shoe. A unique virtual shoe may be assigned to an IES and stored inthe digital locker; each virtual shoe may be backed by a blockchainsecurity technology designed to help guarantee uniqueness andauthenticity, such as a cryptographic hash function, a trustedtimestamp, correlating transaction data, etc. While described withreference to an article of footwear as a representative application forthe novel concepts presented herein, it is envisioned that many of thedisclosed options and features may be applied to other wearable apparel,including clothing, headgear, eyewear, wrist wear, neck wear, leg wear,and the like. It is also envisioned that the disclosed features beimplemented as part of an augmented reality (AR) device or system thatis operable to superimpose data, notifications, and other visualindicators to carry out any of the techniques and options presentedabove and below.

Aspects of this disclosure are directed to methods for manufacturing andmethods for operating any of the disclosed systems and devices. In anexample, a method is presented for automating collaborative operationsbetween an intelligent transportation management (ITM) system and one ormore intelligent electronic shoes. Each IES is fabricated with an upperfor attaching to a user's foot, and a sole structure attached to theunderside of the upper for supporting the user's foot. Thisrepresentative method includes, in any order and in any combination withany of the above or below disclosed features and options: transmitting,via a transmitter-detector module that is communicatively connected to atraffic system controller of the ITM system, a prompt signal to adetection tag attached to the IES's sole structure and/or upper;receiving, via the transmitter-detector module, a response signalgenerated by the detection tag responsive to receiving the promptsignal; determining, via the traffic system controller based on theresponse signal, the user's current location; identifying a trafficsignal that is proximate the user's location and communicativelyconnected to the traffic system controller; determining the trafficsignal's current (first) operating state; and transmitting a commandsignal by the traffic system controller to the traffic signal to switchfrom the current (first) operating state to a different (second)operating state.

Additional aspects of the present disclosure are directed to networkedcontrol systems and attendant logic for executing automated features ofelectronic footwear and apparel. For instance, a system is presented forautomating collaborative operations between an intelligenttransportation management system and an intelligent electronic shoe. Thesystem includes a transmitter-detector module that mounts to astationary traffic signal pole or similar structure and broadcasts aprompt signal. The system also includes a detection tag that mounts tothe sole structure and/or upper of the IES, and is operable to receivethe transmitter-detector module's prompt signal and reactively transmita response signal back to the transmitter-detector module. A trafficsystem controller is communicatively connected to thetransmitter-detector module and operable to execute memory-storedinstructions to perform various operations. The system controller isprogrammed to: determine a real-time location of the user based on theresponse signal output by the IES detection tag; determine a current(first) operating state (e.g., green signal phase) of a traffic signalproximate the user's location and communicatively connected to thetraffic system controller; and, transmit a phase-change command signalto the traffic signal to switch from the current (first) operating stateto a distinct (second) operating state (e.g., red signal phase).

For any of the disclosed systems, methods, and devices, the IES may beequipped with a footwear controller and one or more dynamics sensors,all of which are mounted to the sole structure and/or upper. Thedynamics sensor(s) generates and outputs sensor data that is indicativeof a speed and/or heading of the IES. The sensor data is transmitted viathe IES footwear controller to the traffic system controller, the latterof which uses the received data to determine whether or not to transmitthe command signal to the traffic signal for changing the signal'soperating state. For instance, the traffic system controller may use thedynamics sensor data to determine an expected incursion time that theIES will likely breach a traffic lane that is regulated by the trafficsignal. The traffic system controller will then determine an estimatedphase change time as the difference between a current time and apreprogrammed phase change time at which the traffic signal is scheduledto switch from the first operating state to the second operating state.Once calculated, the traffic system controller will determine if theexpected incursion time is less than the estimated phase change time; ifso, the traffic system controller automatically transmits thephase-change command signal to the traffic signal. The traffic systemcontroller may also determine: (1) if the speed of the IES issubstantially equal to zero, and (2) if the heading of the IES is in adirection away from the traffic lane regulated by the traffic signal. Ifeither (1) or (2) returns a positive determination, the traffic systemcontroller is programmed to not transmit the phase-change command signalto the traffic signal.

For any of the disclosed systems, methods, and devices, the trafficsystem controller may ascertain a current location, speed, and/ortrajectory of a motor vehicle in the traffic lane regulated by thetraffic signal. The traffic system controller will contemporaneouslydetermine whether or not the user's current location is within apredetermined proximity to the vehicle's current location. In thisinstance, the phase-change command signal is transmitted to the trafficsignal in response to a determination that the user's location is withinproximity to the vehicle's location. As yet a further option, thetraffic system controller may transmit a pedestrian collision warningsignal to the footwear controller responsive to the user's currentlocation being within the predetermined proximity to the vehicle'scurrent location. The footwear controller may respond to receipt of thispedestrian collision warning signal by transmitting one or more commandsignals to a resident alert system, which is attached to the solestructure/upper and operable to generate a predetermined visible,audible, and/or tactile alert that is perceptible by the user.

For any of the disclosed systems, methods, and devices, the detectiontag may include an RF transponder that is mounted to the IES solestructure/upper. In this instance, the prompt signal has a first RFpower with a first frequency, and the response signal has a second RFpower with a second frequency that is distinct from the first frequency.The prompt signal may include an embedded data set; the response signalretransmits at least a portion of the embedded data set back to thetransmitter-detector module. The RF transponder may be equipped with anRF antenna and a frequency filter connected to the RF antenna. Thefrequency filter is operable to reject any RF signals having an RF powerwith a frequency that is distinct from the first frequency.

For any of the disclosed systems, methods, and devices, the residentfootwear controller may transmit real-time user position and dynamicsdata to the traffic system controller. The traffic system controller, inturn, fuses the real-time user position data and user dynamics data todetermine a pedestrian collision threat value. This pedestrian collisionthreat value is predictive of intrusion of the user with respect to themotor vehicle's current location and predicted route. The footwearcontroller may also aggregate and transmit behavioral data that isindicative of the user's historical behavior when wearing the IES. Inthis instance, the pedestrian collision threat value is further based onfusion of the user position and dynamics data with the behavioral data.As another option, the traffic system controller may collectcrowd-sourced data that is indicative of the behavior of multipleindividuals in proximity to the user. In this instance, the pedestriancollision threat value is also based on fusion of the behavioral data,user position data, and user dynamics data with the crowd-sourced data.The traffic system controller may also aggregate and transmitenvironmental data that is indicative of characteristics of the user'ssurrounding environment. The pedestrian collision threat value may befurther based on fusion of the behavioral data, user position data, userdynamics data, and crowd-sourced data with the environmental data.

For any of the disclosed systems, methods, and devices, the trafficsystem controller may transmit a pedestrian collision warning signal tothe footwear controller; the footwear controller may automaticallyrespond by transmitting an activation command signal to a residenthaptic transducer thereby causing the haptic transducer to generate apredetermined tactile alert designed to warn the user of an impendingcollision with a motor vehicle. Optionally or alternatively, thefootwear controller may automatically respond to receiving thepedestrian collision warning signal by outputting an activation commandsignal to a resident audio system causing an associated audio componentto generate a predetermined audible alert that is designed to warn theuser of the impending collision. As yet a further option, the residentfootwear controller may automatically respond to receiving thepedestrian collision warning signal by transmitting an activationcommand signal to a resident light system causing an associated lightingelement to generate a predetermined visible alert that is designed towarn the user of the impending collision with a motor vehicle.

The above summary is not intended to represent every embodiment or everyaspect of the present disclosure. Rather, the foregoing summary merelyprovides an exemplification of some of the novel concepts and featuresset forth herein. The above features and advantages, and other featuresand attendant advantages of this disclosure, will be readily apparentfrom the following detailed description of illustrated examples andrepresentative modes for carrying out the present disclosure when takenin connection with the accompanying drawings and the appended claims.Moreover, this disclosure expressly includes any and all combinationsand subcombinations of the elements and features presented above andbelow.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 is a lateral side-view illustration of a representativeintelligent electronic shoe with controller-automated footwear featuresin accordance with aspects of the present disclosure.

FIG. 2 is a partially schematic, bottom-view illustration of therepresentative intelligent electronic shoe of FIG. 1.

FIG. 3 is a partially schematic, perspective-view illustration of arepresentative user wearing a pair of the intelligent electronic shoesof FIGS. 1 and 2 during a wireless data exchange to execute one or moreautomated footwear features as part of an infrastructure-basedpedestrian tracking protocol.

FIG. 4 is an elevated perspective-view illustration of multiplerepresentative users wearing a pair of the intelligent electronic shoesof FIGS. 1 and 2 during a wireless data exchange with a representativeintelligent transportation management system to execute one or moreautomated footwear features and one or more automated traffic systemfeatures.

FIG. 5 is a flowchart for an automated footwear feature protocol thatmay correspond to memory-stored instructions executed by resident orremote control-logic circuitry, programmable controller, or othercomputer-based device or network of devices in accord with aspects ofthe disclosed concepts.

The present disclosure is amenable to various modifications andalternative forms, and some representative embodiments are shown by wayof example in the drawings and will be described in detail herein. Itshould be understood, however, that the novel aspects of this disclosureare not limited to the particular forms illustrated in theabove-enumerated drawings. Rather, the disclosure is to cover allmodifications, equivalents, combinations, subcombinations, permutations,groupings, and alternatives falling within the scope of this disclosureas encompassed by the appended claims.

DETAILED DESCRIPTION

This disclosure is susceptible of embodiment in many different forms.There are shown in the drawings and will herein be described in detailrepresentative embodiments of the disclosure with the understanding thatthese representative examples are provided as an exemplification of thedisclosed principles, not limitations of the broad aspects of thedisclosure. To that extent, elements and limitations that are describedin the Abstract, Technical Field, Background, Summary, and DetailedDescription sections, but not explicitly set forth in the claims, shouldnot be incorporated into the claims, singly or collectively, byimplication, inference, or otherwise.

For purposes of the present detailed description, unless specificallydisclaimed: the singular includes the plural and vice versa; the words“and” and “or” shall be both conjunctive and disjunctive; the words“any” and “all” shall both mean “any and all”; and the words“including,” “comprising,” “having,” “containing,” and the like shalleach mean “including without limitation.” Moreover, words ofapproximation, such as “about,” “almost,” “substantially,”“approximately,” and the like, may be used herein in the sense of “at,near, or nearly at,” or “within 0-5% of,” or “within acceptablemanufacturing tolerances,” or any logical combination thereof, forexample. Lastly, directional adjectives and adverbs, such as fore, aft,medial, lateral, proximal, distal, vertical, horizontal, front, back,left, right, etc., may be with respect to an article of footwear whenworn on a user's foot and operatively oriented with a ground-engagingportion of the sole structure seated on a flat surface, for example.

Referring now to the drawings, wherein like reference numbers refer tolike features throughout the several views, there is shown in FIG. 1 arepresentative article of footwear, which is designated generally at 10and portrayed herein for purposes of discussion as an athletic shoe or“sneaker.” The illustrated footwear 10—also referred to herein as“intelligent electronic shoe” or “IES” for brevity—is merely anexemplary application with which novel aspects and features of thisdisclosure may be practiced. In the same vein, implementation of thepresent concepts for a wearable electronic device that is worn on ahuman's foot should also be appreciated as a representative applicationof the concepts disclosed herein. It will therefore be understood thataspects and features of this disclosure may be integrated into otherfootwear designs and may be incorporated into any logically relevanttype of wearable electronic device worn on any part of the body. As usedherein, the terms “shoe” and “footwear,” including permutations thereof,may be used interchangeably and synonymously to reference any relevanttype of garment worn on a foot. Lastly, features presented in thedrawings are not necessarily to scale and are provided purely forinstructional purposes. Thus, the specific and relative dimensions shownin the drawings are not to be construed as limiting.

The representative article of footwear 10 is generally depicted in FIGS.1 and 2 as a bipartite construction that is primarily composed of afoot-receiving upper 12 mounted on top of a subjacent sole structure 14.For ease of reference, footwear 10 may be divided into three anatomicalregions: a forefoot region R_(FF), a midfoot region R_(MF), and ahindfoot (heel) region R_(HF), as shown in FIG. 2. Footwear 10 may alsobe divided along a vertical plane into a lateral segment S_(LA)—a distalhalf of the shoe 10 farthest from the sagittal plane of the humanbody—and a medial segment S_(ME)—a proximal half of the shoe 10 closestto the sagittal plane of the human body. In accordance with recognizedanatomical classification, the forefoot region R_(FF) is located at thefront of the footwear 10 and generally corresponds with the phalanges(toes), metatarsals, and any interconnecting joints thereof. Interposedbetween the forefoot and hindfoot regions R_(FF) and R_(HF) is themidfoot region R_(MF), which generally corresponds with the cuneiform,navicular, and cuboid bones (i.e., the arch area of the foot). Heelregion R_(HF), in contrast, is located at the rear of the footwear 10and generally corresponds with the talus and calcaneus bones. Bothlateral and medial segments S_(LA) and S_(ME) of the footwear 10 extendthrough all three anatomical regions R_(FF), R_(MF), R_(HF), and eachcorresponds to a respective transverse side of the footwear 10. Whileonly a single shoe 10 for a left foot of a user is shown in FIGS. 1 and2, a mirrored, substantially identical counterpart for a right foot of auser may be provided, as shown in FIG. 3. Recognizably, the shape, size,material composition, and method of manufacture of the shoe 10 may bevaried, singly or collectively, to accommodate practically anyconventional or nonconventional application.

With reference again to FIG. 1, the upper 12 is depicted as having aclosed toe and heel configuration that is generally defined by threeadjoining sections: a toe box 12A that covers and protects the toes; avamp 12B that is located aft of the toe box 12A and extends around thelace eyelets 16 and tongue 18; and a rear quarter 12C that is positionedaft of the vamp 12B and includes the rear and sides of the upper 12 thatcovers the heel. The upper 12 portion of the footwear 10 may befabricated from any one or combination of a variety of materials, suchas textiles, foams, polymers, natural and synthetic leathers, etc., thatare stitched, adhesively bonded, or welded together to form an interiorvoid for comfortably receiving a foot. The individual material elementsof the upper 12 may be selected and located with respect to the footwear10 in order to impart desired properties of durability,air-permeability, wear-resistance, flexibility, and comfort, forexample. An ankle opening 15 in the rear quarter 12C of the upper 12provides access to the interior of the shoe 10. A shoelace 20, strap,buckle, or other mechanism may be utilized to modify the girth of theupper 12 to more securely retain the foot within the interior of theshoe 10 as well as to facilitate entry and removal of the foot from theupper 12. Shoelace 20 may be threaded through a series of eyelets in theupper 12; the tongue 18 may extend between the lace 20 and the interiorvoid of the upper 12.

Sole structure 14 is rigidly secured to the upper 12 such that the solestructure 14 extends between the upper 12 and a support surface uponwhich a user stands (e.g., the sidewalk G_(SI) illustrated in FIG. 3).In effect, the sole structure 14 functions as an intermediate supportplatform that separates the user's foot from the ground. In addition toattenuating ground reaction forces and providing cushioning for thefoot, sole structure 14 of FIGS. 1 and 2 may provide traction, impartstability, and help to limit various foot motions, such as inadvertentfoot inversion and eversion. In accordance with the illustrated example,the sole structure 14 is fabricated as a sandwich structure with atop-most insole 22, an intermediate midsole 24, and a bottom-mostoutsole 26. Insole 22 is shown located partially within the interiorvoid of the footwear 10, firmly secured to a lower portion of the upper12, such that the insole 22 is located adjacent a plantar surface of thefoot. Underneath the insole 22 is a midsole 24 that incorporates one ormore materials or embedded elements that enhance the comfort,performance, and/or ground-reaction-force attenuation properties offootwear 10. These elements and materials may include, individually orin any combination, a polymer foam material, such as polyurethane orethyl-vinyl acetate (EVA), filler materials, moderators, air-filledbladders, plates, lasting elements, or motion control members. Outsole26, which may be absent in some configurations of footwear 10, issecured to a lower surface of the midsole 24. The outsole 26 may beformed from a rubber material that provides a durable and wear-resistantsurface for engaging the ground. In addition, outsole 26 may also betextured to enhance the traction (i.e., friction) properties betweenfootwear 10 and the underlying support surface.

FIG. 3 is a partially schematic illustration of an exemplary IES datanetwork and communications system, designated generally as 30, forprovisioning wireless data exchanges to execute one or more automatedfootwear features for a pair of intelligent electronic shoes 10 worn bya user or client 11. While illustrating a single user 11 communicatingover the IES system 30 with a single motor vehicle 32, it is envisionedthat any number of users may communicate with any number of motorvehicles or other remote computing nodes that are suitably equipped forwirelessly exchanging information and data. One or both IES 10 of FIG. 3communicatively couples to a remote host system 34 or a cloud computingsystem 36 via a wireless communications network 38. Wireless dataexchanges between the IES 10 and IES system 30 may be conducteddirectly—in configurations in which the IES 10 is equipped as astandalone device—or indirectly—by pairing and piggy backing the IES 10onto a smartphone 40, smartwatch 42, wireless fidelity (WiFi) node, orother suitable device. In this regard, the IES 10 may communicatedirectly with the motor vehicle 32, e.g., via a short-range wirelesscommunication device (e.g., a BLUETOOTH® unit or near fieldcommunication (NFC) transceiver), a dedicated short-range communications(DSRC) component, a radio antenna, etc. Only select components of theIES 10 and IES system 30 are shown and will be described in detailherein. Nevertheless, the systems and devices discussed herein caninclude numerous additional and alternative features, and otheravailable hardware and well-known peripheral components, for example,for carrying out the various methods and functions disclosed herein.

With continuing reference to FIG. 3, the host system 34 may beimplemented as a high-speed server computing device or a mainframecomputer capable of handling bulk data processing, resource planning,and transaction processing. For instance, the host system 34 may operateas the host in a client-server interface for conducting any necessarydata exchanges and communications with one or more “third party” serversto complete a particular transaction. The cloud computing system 36, onthe other hand, may operate as middleware for IoT (Internet of Things),WoT (Web of Things), Internet of Adaptive Apparel and Footwear (IoAAF),and/or M2M (machine-to-machine) services, connecting an assortment ofheterogeneous electronic devices with a service-oriented architecture(SOA) via a data network. As an example, cloud computing system 36 maybe implemented as a middleware node to provide different functions fordynamically onboarding heterogeneous devices, multiplexing data fromeach of these devices, and routing the data through reconfigurableprocessing logic for processing and transmission to one or moredestination applications. Network 38 may be any available type ofnetwork, including a combination of public distributed computingnetworks (e.g., Internet) and secured private networks (e.g., local areanetwork, wide area network, virtual private network). It may alsoinclude wireless and wireline transmission systems (e.g., satellite,cellular network, terrestrial networks, etc.). In at least some aspects,most if not all data transaction functions carried out by the IES 10 maybe conducted over a wireless network, such as a wireless local areanetwork (WLAN) or cellular data network, to ensure freedom of movementof the user 11 and IES 10.

Footwear 10 is equipped with an assortment of embedded electronichardware to operate as a hands-free, rechargeable, and intelligentwearable electronic device. The various electronic components of the IES10 are governed by one or more electronic controller devices, such as aresident footwear controller 44 (FIG. 2) that is packaged inside thesole structure 14 of footwear 10. The footwear controller 44 maycomprise any one or various combinations of one or more of: a logiccircuit, a dedicated control module, an electronic control unit, aprocessor, an application specific integrated circuit, or any suitableintegrated circuit device, whether resident, remote or a combination ofboth. By way of example, the footwear controller 44 may include aplurality of microprocessors including a master processor, a slaveprocessor, and a secondary or parallel processor. Controller 44, as usedherein, may comprise any combination of hardware, software, and/orfirmware disposed inside and/or outside of the shoe structure of the IES10 that is configured to communicate with and/or control the transfer ofdata between the IES 10 and a bus, computer, processor, device, service,and/or network. The footwear controller 44 is generally operable toexecute any or all of the various computer program products, software,applications, algorithms, methods and/or other processes disclosedherein. Routines may be executed in real-time, continuously,systematically, sporadically and/or at regular intervals, for example,each 100 microseconds, 3.125, 6.25, 12.5, 25 and 100 milliseconds, etc.,during ongoing use or operation of the controller 44.

Footwear controller 44 may include or may communicate with a resident orremote memory device, such as a resident footwear memory 46 that ispackaged inside the sole structure 14 of footwear 10. Resident footwearmemory 46 may comprise semiconductor memory, including volatile memory(e.g., a random-access memory (RAM) or multiple RAM) and non-volatilememory (e.g., read only memory (ROM) or an EEPROM), magnetic-diskstorage media, optical storage media, flash memory, etc. Long-rangecommunication capabilities with remote networked devices may be providedvia one or more or all of a cellular network chipset/component, asatellite service chipset/component, or a wireless modem orchipset/component, all of which are collectively represented at 48 inFIG. 2. Close-range wireless connectivity may be provided via aBLUETOOTH® transceiver, a radio-frequency identification (RFID) tag, anNFC device, a DSRC component, and/or a radio antenna, all of which arecollectively represented at 50. A resident power supply, such as alithium ion battery 52 with plug-in or cable-free (induction orresonance) rechargeable capabilities, may be embedded within upper 12 orsole structure 14 of the footwear 10. Wireless communications may befurther facilitated through implementation of a BLUETOOTH Low Energy(BLE), category (CAT) M1 or CAT-NB1 wireless interface. The variouscommunications devices described above may be configured to exchangedata between devices as part of a systematic or periodic beacon messagethat is broadcast in a footwear-to-vehicle (F2V) data exchange and/or afootwear-to-everything (F2X) data exchange, e.g.,footwear-to-infrastructure (F2I), footwear-to-pedestrian (F2P), orfootwear-to-footwear (F2F).

Location and movement of the IES 10 and, thus, the user 11 may betracked via a location tracking device 54, which can reside inside thesole structure 14 or the upper 12 or a combination of both. Location canbe determined through a satellite-based global positioning system (GPS)or other suitable navigation system. In an example, a GPS system maymonitor the location of a person, a motor vehicle or other target objecton earth using a collaborating group of orbiting GPS satellites thecommunicate with a suitable GPS transceiver to thereby generate, inreal-time, a time-stamped series of data points. In addition toproviding data relating to absolute latitudinal and longitudinalposition coordinates of a GPS receiver borne by a target object, dataprovided via the GPS system may be adapted and used to provideinformation regarding elapsed time during execution of a designatedoperation, a total distance moved, an elevation or altitude at aspecific location, an elevation change within a designated window oftime, a movement direction, a movement speed, and the like. Aggregatedsets of the foregoing GPS data may be used by the resident footwearcontroller 44 to estimate a predicted route of the user 11. GPS systemdata, singly and collectively, may be used to supplement and optionallyto calibrate accelerometer-based or other pedometer-based speed anddistance data. To this end, information collected by the GPS satellitesystem may be used to generate correction factors and/or calibrationparameters for use by the IES 10 to help ensure accurate sensor dataand, thus, optimal system operation.

Even without a GPS receiver, the IES 10 can determine location andmovement information through cooperation with a cellular system througha process known as “trilateration.” A cellular system's towers and basestations communicate radio signals and are arranged into a network ofcells. Cellular devices, such as IES 10, may be equipped with low-powertransmitters for communicating with the nearest tower, base station,router, or access point. As a user moves with the IES 10, e.g., from onecell to another, the base stations monitor the strength of thetransmitter's signal. When the IES 10 moves toward the edge of one cell,the transmitter signal strength diminishes for a current tower. At thesame time, the base station in the approaching cell detects a strengthincrease in the signal. As the user moves into a new cell, the towerstransfer the signal from one to the next. Resident footwear controller44 can determine the location of the IES 10 based on measurements of thetransmitter signals, such as the angle of approach to the cell tower(s),the respective time it takes for individual signals to travel tomultiple towers, and the respective strength of each signal when itreaches a corresponding tower. According to other aspects of the presentconcepts, one or more movement sensing devices may be integrated intothe shoe structure to determine dynamic movement (e.g., translation,rotation, velocity, acceleration, etc.) of the IES 10 with respect to anestablished datum or reference (e.g., position, spatial orientation,reaction, force, velocity, acceleration, electrical contact, etc.) aboutor along one or more axes.

With collective reference to FIGS. 1 and 2, the article of footwear 10may be equipped with a resident lighting system 56 with one or morelighting devices governed by footwear controller 44 to selectivelyilluminate the shoe structure and surrounding areas thereof. Differenttypes of lighting devices may be employed by the lighting system 56,including light emitting diodes (LEDs), electroluminescent panels (ELP),compact florescent lamps (CFL), high intensity discharge lamps, flexibleand inflexible organic LED displays, flat-panel liquid-crystal displays(LCD), as well as other available types of lighting elements. Any numberof lighting devices may be disposed on any portion of shoe 10; as shown,a first lighting device 58 is packaged inside the sole structure 14,located within the midfoot region R_(MF) of the footwear 10. Firstlighting device 58 is positioned immediately adjacent a window 60(FIG. 1) that seals off a frame aperture extending through a peripheralwall of the sole structure 14 on the lateral side of the shoe 10. Thislighting device 58 may be operated in an illuminated or “ON” state, anon-illuminated or “OFF” state, a series of illumination intensities(e.g., low, medium and high light outputs), an assortment of colors,and/or an assortment of illumination patterns. With this arrangement,the first lighting device 58 selectively illuminates a portion of theupper 12, a portion of the sole 14, and a portion of the ground surfaceGs/adjacent the IES 10.

With reference now to the flow chart of FIG. 5, an improved method orcontrol strategy for automating a collaborative operation between awearable electronic device, such as IES 10 of FIGS. 1 and 2, and anintelligent transportation management (ITM) system, which may berepresented herein by IES data network and communications system 30 ofFIG. 3, is generally described at 100 in accordance with aspects of thepresent disclosure. Some or all of the operations illustrated in FIG. 5and described in further detail below may be representative of analgorithm that corresponds to processor-executable instructions that maybe stored, for example, in main or auxiliary or remote memory, andexecuted, for example, by a resident or remote controller, centralprocessing unit (CPU), control logic circuit, or other module or device,to perform any or all of the above or below described functionsassociated with the disclosed concepts. It should be recognized that theorder of execution of the illustrated operation blocks may be changed,additional blocks may be added, and some of the blocks described may bemodified, combined, or eliminated.

Method 100 begins at terminal block 101 with processor-executableinstructions for a programmable controller or control module orsimilarly suitable processor, such as resident footwear controller 44 ofFIG. 2, to call up an initialization procedure for a protocol to governoperation of a wearable electronic device, such as IES 10 of FIG. 1.This routine may be called-up and executed in real-time, continuously,systematically, sporadically, and/or at regular intervals, etc., duringuse of the intelligent electronic shoe 10. With reference to the IESdata network and communications system 30 architecture of FIG. 3, as arepresentative implementation of the methodology set forth in FIG. 5,the initialization procedure at block 101 may be automatically commencedeach time the user 11 approaches a roadway or roadway intersection 13,each time the user 11 approaches or is approached by a vehicle 32, oreach time the user 11 is within detectable proximity to a movingtransmitter-detector module 70 (e.g., mounted to the vehicle 32) or astationary transmitter-detector module 72 (e.g., mounted to a crosswalksignal post 74). Utilizing a portable electronic device, such assmartphone 40 or smartwatch 42, the user 11 may launch a dedicatedmobile application or a web-based applet that collaborates with atraffic system controller (e.g., represented by remote host system 34)through an IoAAF middleware node (e.g., represented by cloud computingsystem 36) to monitor the user 11, e.g., as part of a pedestriancollision avoidance procedure. The example illustrated in FIG. 3portrays a singular pedestrian—a female runner—avoiding injury resultingfrom an accident with a singular automobile—an SAE Level 3, 4 or 5autonomous vehicle—at the intersection of urban roadway. However, it isenvisioned that the IES system 30 monitor and protect any number andtype of user from any number and type of vehicle or object operating inany logically relevant environment.

To enhance security, interaction between the IES 10 and IES system 30can be enabled by an authentication process at predefined process block103. Authentication may be performed by a primary or secondary sourcethat confirms proper activation of a wearable electronic device and/or avalid identity of the device's user. Upon manual entry of useridentification information, such as a password, PIN number, credit cardnumber, personal information, biometric data, predefined key sequences,etc., the user may be permitted to access a personal account, e.g., a“digital locker” operating on the user's smartphone 40 with a NIKE+®Connect software application and registered with the IoAAF middlewarenode. Thus, data exchanges can be enabled by, for example, a combinationof personal identification input (e.g., mother's maiden name, socialsecurity number, etc.) with a secret PIN number (e.g., six oreight-digit code), or a combination of a password (e.g., created by theuser 11) and a corresponding PIN number (e.g., issued by the host system34), or a combination of a credit card input with secret PIN number.Additionally, or alternatively, a barcode, RFID tag, or NFC tag may beimprinted on or attached to the IES 10 shoe structure, and configured tocommunicate a security authentication code to the IES system 30. Otherestablished authentication and security techniques, including blockchaincryptographic technology, can be utilized to prevent unauthorized accessto a user's account, for example, to minimize an impact of unsanctionedaccess to a user's account, or to prevent unauthorized access topersonal information or funds accessible via a user's account.

As an alternative or supplemental option to manually enteringidentification information at predefined process block 103, securityauthentication of the user 11 may be automated by the resident footwearcontroller 44. By way of non-limiting example, a pressure sensor 62,which may be in the nature of a binary contact-type sensor switch, maybe attached to the footwear 10 (e.g., embedded within the midsole 24 ofthe sole structure 14). This pressure sensor 62 detects a calibratedminimum load on the insole 22 and thereby establishes the presence of afoot in the upper 12. Any future automated features of the IES 10 mayfirst require the controller 44 confirm, via prompt signal to the binarypressure sensor 62, that a foot is present in the upper 12 and, thus,the footwear 10 is in use before transmitting a command signal toinitiate an automated operation. While only a single sensor isillustrated in FIG. 2, it is envisioned that the IES 10 may be equippedwith a distributed array of sensors, including pressure, temperature,moisture, and/or shoe dynamics sensors, packaged at discrete locationsthroughout the shoe structure. In the same vein, foot presence sensing(FPS) may be determined via a variety of available sensing technologies,including capacitance, magnetic, etc. Additional information regardingfoot presence sensing can be found, for example, in U.S. PatentApplication Publication Nos. 2017/0265584 A1 and 2017/0265594 A1, toSteven H. Walker, et al., both of which are incorporated herein byreference in their respective entireties and for all purposes.

In addition to functioning as a binary (ON/OFF) switch, the pressuresensor 62 may take on a multi-modal sensor configuration, such as apolyurethane dielectric capacitive biofeedback sensor, that detects anyof assorted biometric parameters, such as the magnitude of an appliedpressure generated by a foot in the upper 12, and outputs one or moresignals indicative thereof. These sensor signals may be passed from thepressure sensor 62 to the resident footwear controller 44, which thenaggregates, filters and processes the received data to calculate aweight value for a current user. The calculated current user weight forthe individual presently using the IES 10 is compared to a previouslyvalidated, memory-stored user weight (e.g., authenticated to aregistered user of an existing personal account). In so doing, thefootwear controller 44 can determine if the current user weight is equalto or within a predetermined threshold range of the validated userweight. Once the current user is authenticated to the validated user,the resident footwear controller 44 is enabled to transmit commandsignals to one or more subsystems within the footwear 10 to automate afeature thereof.

Automated security authentication of a user may be achieved throughother available techniques, as part of predefined process block 103,including cross-referencing characteristics of a current user's footwith previously validated characteristics of an authenticated user'sfoot. For instance, the representative IES 10 of FIG. 2 is assembledwith a motorized lacing system utilizing a lace motor (M) 64 that ismounted to the footwear 10 and is selectively actuable to transition theshoelace 20 back-and-forth between an untensioned (loosened) state andone or more tensioned (tightened) states. Lace motor 64 may be in thenature of a two-way DC electric worm-gear motor that is housed insidethe sole structure 14 and controlled by the resident footwear controller44. Activation of the lace motor 64 may be initiated via amanually-activated switch built into the shoe structure or softkeyactivation through an app on the user's smartphone 40 or smartwatch 42.Control commands may include, but are certainly not limited to,incremental tighten, incremental loosen, open/fully loosen, store“preferred” tension, and recall/restore tension. Additional informationpertaining to motorized shoelace tensioning systems can be found, forexample, in U.S. Pat. No. 9,365,387 B2, which is incorporated herein byreference in its entirety and for all purposes.

Motor control of lace motor 64 may be automated via the residentfootwear controller 44, for example, in response to a sensor signal frompressure sensor 62 indicating that a foot has been placed inside theupper 12. Shoelace tension may be actively modulated through governedoperation of the lace motor 64 by the controller 44 during use of theIES 10, e.g., to better retain the foot in response to dynamic usermovement. In at least some embodiments, an H-bridge mechanism isemployed to measure motor current; measured current is provided as aninput to footwear controller 44. Resident footwear memory 46 stores alookup table with a list of calibrated currents each of which is knownto correspond to a certain lace tension position. By checking a measuredmotor current against a calibrated current logged in the lookup table,the footwear controller 44 may ascertain the current tension position ofthe shoelace 20. The foregoing functions, as well as any other logicallyrelevant option or feature disclosed herein, may be applied toalternative types of wearable apparel, including clothing, headgear,eyewear, wrist wear, neck wear, leg wear, undergarments, and the like.Moreover, the lace motor 64 may be adapted to automate the tensioningand loosening of straps, latches, cables and other commerciallyavailable mechanisms for fastening shoes.

Similar to the pressure sensor 62 discussed above, the lace motor 64 maydouble as a binary (ON/OFF) switch that effectively enables and disablesautomated features of the IES 10. That is, the resident footwearcontroller 44, prior to executing an automated feature, may communicatewith the lace motor 64 to determine whether the shoelace 20 is in atensioned or untensioned state. If the latter, all automated featuresmay be disabled by the resident footwear controller 44 to prevent theinadvertent initiation of an automated feature while the IES 10 is notin use, for example. Conversely, upon determination that the lace 20 isin a tensioned state, the footwear controller 44 is permitted totransmit automation command signals.

During operation of the lace motor 64, the shoelace 20 may be placed inany one of multiple discrete, tensioned positions to accommodate feetwith differing girths or users with different tension preferences. Alace sensor, which may be built into the motor 64 or packaged in thesole structure 14 or upper 12, may be employed to detect a currenttensioned position of the lace 20 for a given user. Alternatively,real-time tracking of a position of an output shaft (e.g., a worm gear)of the two-way electric lace motor 64 or a position of a designatedsection of the lace 20 (e.g., a lace spool mated with the motor's wormgear) may be used to determine lace position. Upon tensioning of thelace 20, the resident footwear controller 44 communicates with the lacemotor 64 and/or lace sensor to identify a current tensioned position ofthe lace 20 for a current user. This current tensioned position iscompared to a previously validated, memory-stored lace tensionedposition (e.g., authenticated to a registered user of an existingpersonal account). Through this comparison, the footwear controller 44can determine if the current tensioned position is equal to or within apredetermined threshold range of the validated tensioned position. Afterauthenticating the current user to the validated user, command signalsmay be transmitted via the resident footwear controller 44 to one ormore subsystems within the footwear 10 to automate a feature thereof.

Upon completion of the authentication procedure set forth in predefinedprocess block 103, the method 100 of FIG. 5 proceeds to input/outputblock 105 with processor-executable instructions to retrieve sufficientdata to track the motion of one or more target objects moving in adesignated environment monitored by the IES system 30. In accord withthe illustrated example of FIG. 3, the IES 10, remote host system 34,and/or cloud computing system 36 may receive, either directly or throughcooperative operation with the smartphone 40 or smartwatch 42, locationdata that is indicative of a current location and velocity (speed anddirection) of the user 11 and a current location and velocity (speed anddirection) of the motor vehicle 32. User movement can also, oralternatively, be tracked through a dedicated mobile app or a routeplanning app running on the user's smartphone 40. Location and movementof the IES 10 and, thus, the user 11 can also be determined, forexample, through a satellite-based GPS navigation system transceiverbuilt into the upper 12 or sole structure 14. In addition to trackingreal-time user dynamics, a back-office intermediary server, such ascloud computing system 36 acting as a middleware node, tracks thereal-time location and movement of the vehicle 32, e.g., either throughan on-board transmission device or through an app on the driver'spersonal computing device.

Another technique for ascertaining a user's location and attendantdynamics employs a detection tag 78 that is borne by the user 11 andcommunicates with a transmitter-detector module 70, 72 that is mountedto a nearby structure or on a nearby moving object. In accord with therepresentative application presented in FIGS. 1 and 3, the detection tag78 is embodied as a passive or active radio frequency (RF) transponderthat is mounted to an exterior surface of the sole structure 14. The RFtransponder 78 of FIG. 1 includes an omnidirectional (Type I) RF antennacoil 80 that is fabricated with an electrically conductive material andis shaped to receive and transmit signals in the form of electromagneticradiation waves. An RF frequency filter 82, which may be in the natureof a lumped-element Butterworth filter, is electrically connected to theRF antenna 80 and designed for bandpass operability to allow the passingof only those signals that have an RF power with a calibrated (first)frequency or are within a calibrated (first) frequency range. As anotheroption, the frequency filter 82 may provide band-stop functionality thatattenuates and denies the passing of all signals that have an RF powerwith an undesired frequency or a frequency within any one or moreundesired frequency bands, namely outside the calibrated (first)frequency range. An optional dielectric cover 84 is placed over theantenna 80, filter 82 and attendant detection tag electronics to protectthe componentry and increase performance as an RF transponder. Signalexchanges may be routed through a system packet interface (SPI)interface and general-purpose input/outputs (GPIOs). Frequency andphase-tunable signal output may be provided through a phase lock loop(PLL) or direct digital synthesis (DDS) synthesizer, harmonic mixer, andPLL or DDS synthesizer-based local oscillator.

As the user 11 approaches the roadway intersection 13 of FIG. 3, thedetection tag 78 (FIG. 1) receives a frequency swept prompt signal S_(P)or “ping” emitted at regular intervals by a moving transmitter-detectormodule 70, which may be packaged proximate the front end of the vehicle32, or a stationary transmitter-detector module 72, which may be hung ona crosswalk signal post 74, a building wall, or similarly suitableimmobile structure. For applications in which the detection tag 78 iscomposed of a passive RF transponder, the transmitter-detector module70, 72 may broadcast the prompt signal S_(P) in a repeating orsubstantially continuous manner. Conversely, for active RF transponderimplementations, the incoming prompt signal S_(P) may be emitted inanswer to a callback signal broadcast by the detection tag 78 in arepeating or substantially continuous manner. The prompt signal S_(P) isan electromagnetic field wave that has a predetermined (first) RF powerlevel with a standardized (first) downlink frequency. In addition, theprompt signal S_(P) contains an embedded data set with encoded, uniqueinformation (e.g., transmitter ID, interrogation code, timestamp, etc.).Data can be superimposed over the swept carrier wave in a narrowbandsystem to help reduce bandwidth overhead that some implementations maycreate. It is to be noted that a reverse situation is also possible,where the tag 78 broadcasts and the module 70 accepts and retransmitsprompt signal S_(P).

Upon receipt of this prompt signal S_(P), the detection tag 78responsively processes and retransmits the prompt signal S_(P) back tothe transmitter-detector module 70, 72 as an outgoing response signalSR. The response signal SR is an electromagnetic field wave that has adistinguishable (second) RF power with a complementary (second) uplinkfrequency that is distinct from the first frequency. The detection tag78 may be equipped with an RF frequency converter to modulate theincoming prompt signal S_(P) (e.g., by frequency multiplication of theincoming signal), and an RF signal amplifier that intensifies theresponse signal SR, based on the incoming prompt signal S_(P), prior totransmission of the response signal SR to the transmitter-detectormodule 70, 72. To help ensure that the transmitter-detector module 70,72 recognizes the detection tag 78, the response signal SR parrots atleast a portion of the prompt signal's S_(P) embedded data back to thetransmitter-detector module 70, 72. In order to minimize onboard powerusage, the detection tag 78 may operate in two modes: an idle mode andan active mode. When idling, the detection tag 78 is generally dormantand, thus, does not draw power from the resident power supply 52 or anoff-board power source. By comparison, when active, the detection tag 78temporarily extracts power from the resident power supply 52 or ispowered by the incoming prompt signal S_(P). As such, the detection tag78 does not transmit a transparent output signal unless and until anincoming signal with RF power of a predetermined frequency is received.

The intelligent electronic shoe 10 of FIGS. 1-3 may employ alternativemeans for exchanging data with the IES system 30 and motor vehicle 32 aspart of executing the pedestrian collision threat assessment. Ratherthan using an RF transponder, the detection tag 78 may be fabricatedwith one or more electroactive polymer (EAP) sensors, each of which hasa discrete dielectric EAP element mounted to the sole structure 14 orupper 12. In accord with this example, the incoming prompt signal S_(P)is an electrical field that generates a current with sufficient voltageto induce a physical state change (e.g., an arcing or expansion) of theimplanted dielectric EAP element. Through normal use of the IES 10, theuser 11 will unknowingly reverse the physical state change of the EAPsensor, e.g., by flattening or compressing the dielectric EAP elementwith their foot. In so doing, the EAP sensor will generate an electriccurrent that causes a response signal SR to be output by the IES 10. Itis also envisioned that the IES 10 may be enabled to communicatedirectly with the vehicle 32, e.g., through a device-to-device wirelessad hoc network (WANET), rather than redirecting all data through the IESsystem 30 or other preexisting wireless access point(s).

With reference again to FIG. 5, the method 100 continues to processblock 107 with processor-executable instructions for transmitting orreceiving a preliminary pedestrian collision warning signal that isgenerated responsive to transmission of a response signal SR thatindicates a user is approaching and may enter a roadway in a manner thatmay cause a motor vehicle accident. For rudimentary applications, apedestrian collision warning signal may be automatically broadcast viathe IES system 30 each time a user 11 is approaching an intersection 13at the same time as a motor vehicle 32, irrespective of secondaryvariables. As seen, for example, in FIG. 4, a wireless transmitter node86 of the IES system 30 may broadcast a preliminary warning signal to afirst user 11A wearing IES 10 who is approaching and predicted to crossa roadway intersection 13A at the same time that a moving vehicle 32A isexpected to traverse through the intersection 13A. Even though visuallyobstructed from each other by a building, a second user 11B wearing IES10 and approaching the intersection 13A may also receive a preliminarywarning signal to notify the user 11B in an overabundance of caution ofthe oncoming vehicle 32A. A pair of IES 10 may be registered to avisually, physically or mentally impaired user 11C; due to the increasedlikelihood that this individual may unknowingly wander into theintersection 13A as the vehicle 32A is passing through, a preliminarypedestrian collision warning signal may be sent to the third user 11C.Warning signals may be sent to multiple users 11A, 11B, 11C and anypotentially threatening vehicle(s) 32A such that each party can takeremediating action to prevent an inadvertent collision between apedestrian and an automobile.

For more sophisticated multimodal applications, the IES system 30receives data from an assortment of sensing devices that use, forexample, photo detection, radar, laser, ultrasonic, optical, infrared,damped mass, smart material, or other suitable technology for objectdetection and tracking. In accord with the illustrated example, the IESsystem 30 may be equipped with or receive sensor signals from one ormore digital cameras, one or more range sensors, one or more speedsensors, one or more dynamics sensors, and any requisite filtering,classification, fusion and analysis hardware and software for processingraw sensor data. Each sensor generates electrical signals indicative ofa characteristic or condition of a targeted object, generally as anestimate with a corresponding standard deviation. While the operatingcharacteristics of these sensors are generally complementary, some aremore reliable in estimating certain parameters than others. Most sensorshave different operating ranges and areas of coverage, and some arecapable of detecting different parameters within their operating range.Further, the performance of many sensor technologies may be affected bydiffering environmental conditions. Consequently, sensors generallypresent parametric variances whose operative overlap offer opportunitiesfor sensory fusion.

A dedicated control module or suitably programmed processor willaggregate and pre-process a collection of sensor-based data, fuse theaggregated data, analyze the fused data in conjunction with relatedcrowd-sourced data and behavioral data for each target object underevaluation, and estimate whether or not it is statistically probablethat a target object will enter a predicted path of a motor vehicle. Atinput/output block 109, for example, the resident footwear controller 44collects and transmits to the IES system 30: (1) position data with oneor more parameters indicative of real-time position of the IES 10 and,thus, the user 11 (e.g., lat., lon., elevation, geospatial data, etc.),(2) dynamics data with one or more parameters indicative of real-timemotion of the IES 10 and, thus, the user 11 (e.g., relative or absolutespeed, acceleration/deceleration, trajectory, etc.) and (3) behavioraldata indicative of historical behavior of the user 11 while wearing IES10. Such historical data may include past tendencies of a given userwhen at a particular intersection or in a particular geographiclocation, past tendencies of a given user in urban or rural environmentsgenerally, past tendencies of a given user in various weatherconditions, past tendencies of a given user in specific dynamicscenarios, etc. It is envisioned that the IES controller 44 may collectand transmit other types of data, including predictive path dataindicative of an estimated path for the user 11 based on availablecurrent and historical information. Any such data may be collected andstored locally on the IES 10, via the IES system 30, via the vehicle 32,via neighboring devices and systems, or any combination of thereof.

At predefined process block 111, the method 100 of FIG. 5 proceeds withprocessor-executable instructions for a resident or remote controller toapply a sensor fusion module to aggregated raw sensor data to therebydetermine movement of a target object in a monitored environment, suchas a likelihood of intrusion of a pedestrian with respect to thelocation and predicted route of a vehicle. IES system 30, for example,conditions the data received from the resident footwear controller 44 inorder to interrelate received sensor data to ensure overlap with asingle, common “reference” timeframe, coordinate system, set of standardmeasurements, etc. Once the received sensor data is sufficientlyconditioned to ensure alignment across related metrics, IES system 30may execute a data association protocol that will classify eachrespective portion of sensor data, and then correlate related portionsor sensor data based on any complementary classifications. IES system 30may then execute a sensor fusion procedure of the conditioned andclassified data along with path plan data of the target object andsubject vehicle. Sensor fusion may be typified as a computationalframework for the aggregation, analysis and alliance of data thatoriginates from heterogeneous or homogeneous sources (e.g., the multipledistinct sensor types discussed above). For the illustrated application,sensor fusion may be embodied as a dedicated software appliance thatintelligently combines data from several sensors and corrects for thedeficiencies of the individual sensors to calculate more complete,accurate and intelligible information.

Upon completion of sensor fusion, the IES system 30 calculates apedestrian collision threat value. This collision threat value isprognosticative of a monitored target object behaving in a manner thatwill more likely than not cause a detrimental event. In accord with theillustrated example, a pedestrian collision threat value may bepredictive of intrusion of the user 11 in a manner that will at leastpartially obstruct a predicted route of the subject vehicle 32 as itrelates to a current (real-time) location of the subject vehicle. Thispedestrian collision threat value may be based on fusion of userposition data, user dynamics data, and user behavioral data. Optionally,a pedestrian collision threat value may also incorporate fusion of thebehavioral, user position, and user dynamics data with crowd-sourceddata and environmental data. Environmental data may be composed ofinformation that is indicative of a surrounding environment of the user,such as current weather conditions, current vehicle traffic conditions,current pedestrian traffic conditions, and the like. By comparison,crowd-sourced data may be composed of information that is indicative oflocation, movement and/or behavior of multiple individuals in proximityto the user. The remote computing node receiving the foregoing data mayinclude the remote host system 34, the cloud computing system 36, theresident footwear controller 44, a resident vehicle controller 76 of themotor vehicle 32, or a distributed computing combination thereof.Alternatively, the footwear controller 44 may transmit any or all of theforegoing data through a wireless communications device 48, 50 to acentral control unit of an intelligent transportation management system.

Method 100 of FIG. 5 proceeds to decision block 113 to determine if: (1)the pedestrian collision threat value PCT₁ generated at process block111 is greater than a calibrated threshold value CV_(T); and (2) acurrent (first) operating state OS₁ of a proximal traffic control signalis equal to any of one or more conflicting signal phases SP_(C). As perthe first inquiry, the calibrated threshold value CV_(T) may bedetermined through empirical testing that provides sufficientquantitative data to establish a statistically significant minimumconfidence percentage (e.g., 80%) below which a calculated collisionthreat value is either inconclusive or probabilistically concludes acollision event will not occur. Available techniques for identifying thecalibrated threshold value CV_(T) may include stochastic Gaussianprocesses, Finite Mixture Model (FMM) estimation protocols, or othernormal or continuous probability distribution techniques.

For the latter of the two inquires conducted at decision block 113, theconflicting signal phases SP_(C) includes any signal phase in whichtraffic is afforded right-of-way in a manner that does not allow forsafe crossing at a given road segment. Traffic signal phasing may beimplemented using signal indications, signal heads, and attendantcontrol logic in a traffic system controller that governs andcoordinates timing, sequence and duration. Signal phasing settings maybe changed as needed, e.g., to accommodate changes in traffic demand,pattern, etc., and in a manner that yields safe and efficient operationfor prevailing conditions. With reference again to FIG. 3, the user 11is shown running at a speed and trajectory that is estimated to placethem within the roadway of the intersection 13 at approximately the sametime that the vehicle 32 is expected to pass through the sameintersection 13. Upon detection of the user 11 via IES system 30 using atransmitter-detector module 70, 72, a backend server computer of remotehost system 34 will identify a traffic signal or set of traffic signals(e.g., tricolored traffic control light 88 and pedestrian crosswalksignal 90 of FIG. 4) that is/are positioned at a road segment (e.g.,intersection 13A) proximate the user's location and operable to regulatetraffic flow (e.g., eastbound automobile travel and northboundpedestrian travel). Once identified, the remote host system 34determines the traffic signal's real-time operating state, which mayinclude a proceed state (continuous green light or WALK signal), acaution/yield state (continuous amber light or blinking WALK signal), ado not proceed or stop state (continuous red light or DON'T WALKsignal), or transitionary states between any of the foregoing states(green to amber, amber to red, etc.). One or more of these operatingstates may be characterized as a conflicting signal phase SP_(C). By wayof non-limiting example, the proceed state, caution/yield state, andproceed-to-caution transitionary state may all be designated as aconflicting signal phase SP_(C).

If either of the assessments conducted at decision block 113 comes backas negative (block 113=NO), the method 100 may circle back to terminalblock 101 and run in a continuous loop, or may proceed to terminal block117 and temporarily terminate. Conversely, upon determining that thepedestrian collision threat value PCT₁ is in fact greater than thecalibrated threshold value CV_(T) and the current operating state OS₁ ofthe traffic control signal corresponds any one of the conflicting signalphases SP_(C) (block 113=YES), the method 100 proceeds to process block115 whereat one or more remediating actions are taken to avoid acollision between a user and a vehicle. By way of example, and notlimitation, wireless transmitter node 86 may transmit a pedestriancollision imminent notification to the vehicle controller 76; vehiclecontroller 76 may immediately respond by issuing a braking commandsignal or signals to the vehicle brake system to execute a brakingmaneuver, e.g., to come to a full stop or to reduce speed to acalculated value that will readily allow an evasive steering maneuver.In addition, or alternatively, the vehicle 32 may perform otherautonomous vehicle functions, such as controlling vehicle steering,governing operation of the vehicle's transmission, controlling enginethrottle, and other automated driving functions. Visible and/or audiblewarnings may be transmitted to the driver using a vehicle center consoleinfotainment system, a digital instrument cluster display or a personalportable electronic device.

Process block 115 may also include processor-executable instructions forautomating pedestrian and vehicle traffic flow changes through trafficsignal phase modulation. For instance, a traffic system controller(represented in FIG. 4 by a traffic signal control cabinet 92) transmitsa command signal to a vehicle traffic control light 88 to switch fromthe first operating state (e.g., a green light) to a second operatingstate (e.g., an amber or red light) in an attempt to stop the motorvehicle 32 prior to entering the intersection 13 and thereby prevent acollision with the user 11. As indicated above, traffic signal phasemodification may be based on user dynamics data (e.g., speed andheading) suggesting the user 11 will enter the monitored roadway segment13 concomitant with vehicle dynamics data (e.g., velocity and predictedpath) suggesting the vehicle 32 will enter the same monitored roadwaysegment 13. In this regard, the IES system 30 may receive and analyzeIES dynamics sensor data to identify an expected incursion time that theIES 10 and, thus, the user 11 is estimated to breach the traffic laneregulated by the vehicle traffic control light 88.

IES system 30 may also determine an estimated phase change time,calculated as the difference between the current (real) time and apreprogrammed phase change time at which the traffic signal is scheduledto switch from its current operating state to an alternate operatingstate. Responsive to determination that the expected incursion time isless than the estimated phase change time—the user 11 is expected toenter the intersection 13 before the vehicle traffic control light 88 ispreprogrammed to change from green to red, the traffic signal controlcabinet 92 automatically transmits the phase-change command signal tothe traffic control light 88. Alternatively, if the expected incursiontime does not place the user 11 within the intersection 13 before asignal phase change, there is no need for the traffic signal controlcabinet 92 to intercede and preemptively emit a phase-change commandsignal. The same can be said for instances in which user dynamics dataindicates the user 11 has stopped or will stop before entering theintersection 13, or indicates the user 11 has taken on a complementaryor alternate heading that will not place them in the intersection 13;once again, there is no need for the traffic signal control cabinet 92to intercede and preemptively emit a phase-change command signal. Uponcompletion of the remediating actions executed at process block 115, themethod 100 proceeds to terminal block 117 and temporarily terminates.

In addition to facilitating automation of one or more vehicle operationsdesigned to mitigate or prevent a vehicle-pedestrian collision, method100 may concomitantly facilitate automation of one or more IES featuresdesigned to mitigate or prevent a vehicle-pedestrian collision atprocess block 115. For instance, a first command signal may betransmitted to a first IES subsystem to execute a first automatedfeature AF₁ of an intelligent electronic shoe. According to theillustrated example of FIG. 3, resident footwear controller 44 receivesthe pedestrian collision threat value output at block 111, establishesthat the threat value is greater than the threshold value at block 113,and responsively takes preventative action at block 115. Residentfootwear controller 44 automatically responds to this determination(i.e., without any user or external system prompt) by transmitting acommand signal to resident lighting system 56 to activate lightingdevice 58 to thereby generate a predetermined light output. The selectedcolor and/or pattern is detectable by the user 11 and, optionally, thedriver of vehicle 32, and is prominent enough to warn of the imminentcollision. By way of non-limiting example, resident lighting system 56may output a flashing, bright-red light pattern; use of this particularcolor and pattern may be restricted to warning the user of potentialdangers. Light output of the IES 10 may be coordinated with light outputof the forward-facing headlamps of the motor vehicle 32 to furtherfacilitate notifying the user 11 of a predicted vehicle collision.

It is envisioned that any of the disclosed connected wearable electronicdevices may automate additional or alternative features as part of themethodology 100 set forth in FIG. 5. Responding to a positivedetermination at decision block 113, footwear controller 44 mayautomatically transmit a second command signal to a second subsystem toexecute a second automated feature AF₂ of the wearable electronicdevice. As a non-limiting example, the IES 10 of FIG. 2 is shownequipped with a haptic transducer 66 that is housed inside the solestructure 14 in operative communication to the insole 22. To alert theuser 11 of the pedestrian collision threat assessment, the residentfootwear controller 44 emits a command signal to the haptic transducer66 to generate a haptic cue (e.g., a perceptible vibration force or aseries of vibration pulses) that is transmitted from the midsole 24,through the insole 22, and to the user's foot. The intensity and/orpulse pattern output by the haptic transducer 66 as part of method 100may be limited to instances of warning the user of a probable hazard.

An optional third automated feature AF₃ may include operating the lacemotor 64 as a tactile force-feedback device that is selectivelyactivated by the footwear controller 44 to rapidly tension and releasethe shoelace 20. Likewise, the IES 10 may operate in conjunction withthe smartphone 40 (e.g., coordinated flashing of an LED camera light oran eccentric rotating mass (ERM) actuator) or an active apparel element(e.g., coordinated activation of a thermal or haptic device built into ashirt or shorts). As yet another option, haptic feedback can be utilizedto provide turn-by-turn directions to the user (e.g., left foot or rightfoot vibrates at a heightened intensity and/or with a designated pulsepattern to indicate a left turn or right turn). In the same vein, hapticfeedback can be employed in a similar fashion to direct a user along apre-selected route or to warn a user against taking a particular route(e.g., deemed unsafe). Additional information regarding footwear andapparel with haptic feedback can be found, for example, in U.S. PatentApplication Publication No. 2017/0154505 A1, to Ernest Kim, which isincorporated herein by reference in its entirety and for all purposes.

Optionally, the IES 10 may be provided with an audio system, which isrepresented in FIG. 1 by a miniaturized audio speaker 68 that isattached to the rear quarter 12C of the upper 12. Resident footwearcontroller 44, upon confirming that the pedestrian collision threatvalue is greater than the calibrated threshold value, automaticallytransmits a command signal to the audio system speaker 68 to generate apredetermined sound output. For instance, the audio system speaker 68may blare “WARNING!” or “STOP!” at an increased sound level. As anotheroption, footwear controller 44 may command the lace motor 64 torepeatedly tighten/loosen the shoelace 20 as a signal/cue, e.g., of anoncoming automobile. Footwear-to-infrastructure communications may beenabled (and coordinated) to allow the IES 10 to communicate with anetworked “smart city” controller that, in turn, can modulate streetlighting or traffic light changes to improve safety for a walker orrunner. Conversely, the “smart city” controller may communicate with theIES 10 to warn the user they are coming up to a pedestrian crossing witha “Do Not Walk” sign signaling that pedestrians must yield the right ofway to oncoming vehicles.

Aspects of this disclosure may be implemented, in some embodiments,through a computer-executable program of instructions, such as programmodules, generally referred to as software applications or applicationprograms executed by any of a controller or the controller variationsdescribed herein. Software may include, in non-limiting examples,routines, programs, objects, components, and data structures thatperform particular tasks or implement particular data types. Thesoftware may form an interface to allow a computer to react according toa source of input. The software may also cooperate with other codesegments to initiate a variety of tasks in response to data received inconjunction with the source of the received data. The software may bestored on any of a variety of memory media, such as CD-ROM, magneticdisk, bubble memory, and semiconductor memory (e.g., various types ofRAM or ROM).

Moreover, aspects of the present disclosure may be practiced with avariety of computer-system and computer-network configurations,including multiprocessor systems, microprocessor-based orprogrammable-consumer electronics, minicomputers, mainframe computers,and the like. In addition, aspects of the present disclosure may bepracticed in distributed-computing environments where tasks areperformed by resident and remote-processing devices that are linkedthrough a communications network. In a distributed-computingenvironment, program modules may be located in both local and remotecomputer-storage media including memory storage devices. Aspects of thepresent disclosure may therefore be implemented in connection withvarious hardware, software or a combination thereof, in a computersystem or other processing system.

Any of the methods described herein may include machine readableinstructions for execution by: (a) a processor, (b) a controller, and/or(c) any other suitable processing device. Any algorithm, software,control logic, protocol or method disclosed herein may be embodied assoftware stored on a tangible medium such as, for example, a flashmemory, a CD-ROM, a floppy disk, a hard drive, a digital versatile disk(DVD), or other memory devices. The entire algorithm, control logic,protocol, or method, and/or parts thereof, may alternatively be executedby a device other than a controller and/or embodied in firmware ordedicated hardware in an available manner (e.g., implemented by anapplication specific integrated circuit (ASIC), a programmable logicdevice (PLD), a field programmable logic device (FPLD), discrete logic,etc.). Further, although specific algorithms are described withreference to flowcharts depicted herein, many other methods forimplementing the example machine-readable instructions may alternativelybe used.

Aspects of the present disclosure have been described in detail withreference to the illustrated embodiments; those skilled in the art willrecognize, however, that many modifications may be made thereto withoutdeparting from the scope of the present disclosure. The presentdisclosure is not limited to the precise construction and compositionsdisclosed herein; any and all modifications, changes, and variationsapparent from the foregoing descriptions are within the scope of thedisclosure as defined by the appended claims. Moreover, the presentconcepts expressly include any and all combinations and subcombinationsof the preceding elements and features.

What is claimed:
 1. A control system for provisioning interactionsbetween an intelligent electronic shoe (IES) and an intelligenttransportation management (ITM) system, the IES including shoe structurefor attaching to and supporting a foot of a user, the control systemcomprising: a transmitter-detector module configured to emit a promptsignal; a detection tag configured to attach to the shoe structure ofthe IES, the detection tag being operable to receive the prompt signalfrom the transmitter-detector module and responsively transmit aresponse signal to the transmitter-detector module; a controllercommunicatively connected to the transmitter-detector module, thecontroller being programmed to: determine a user location of the userbased on the response signal output by the detection tag of the IES;determine a first operating state of a traffic signal proximate the userlocation and communicatively connected to the controller; and transmit acommand signal to the traffic signal to switch from the first operatingstate to a second operating state.
 2. The control system of claim 1,wherein the controller is further programmed to receive sensor data froma dynamics sensor attached to the shoe structure of the IES, the sensordata being indicative of a speed and/or heading of the IES, and whereinthe controller transmits the command signal to the traffic signal basedon the speed and/or heading of the IES.
 3. The control system of claim2, wherein the controller is further programmed to: determine, based onthe received sensor data, an expected incursion time that the IES willbreach a traffic lane regulated by the traffic signal; and determine anestimated phase change time between a current time and a preprogrammedphase change time at which the traffic signal is scheduled to switchfrom the first operating state to the second operating state, whereinthe controller transmits the command signal to the traffic signal inresponse to a determination that the expected incursion time is lessthan the estimated phase change time.
 4. The control system of claim 2,wherein the controller is further programmed to: determine, based on thereceived sensor data, an expected incursion time that the IES willbreach a traffic lane regulated by the traffic signal; and determine anestimated phase change time between a current time and a preprogrammedphase change time at which the traffic signal is scheduled to switchfrom the second operating state to the first operating state, whereinthe controller transmits a second command signal to the traffic signalto delay the switching of the second operating state to the firstoperating state in response to a determination that the expectedincursion time is less than the estimated phase change time.
 5. Thecontrol system of claim 2, wherein the controller is further programmedto: determine if the speed of the IES is substantially equal to zero;determine if the heading of the IES is away from a traffic laneregulated by the traffic signal; and not transmit the command signal tothe traffic signal in response to a determination that the speed of theIES is substantially equal to zero and/or the heading of the IES is awayfrom the traffic lane regulated by the traffic signal.
 6. The controlsystem of claim 1, wherein the controller is further programmed to:determine a vehicle location of a motor vehicle in a traffic laneregulated by the traffic signal; and determine whether the user locationis within a predetermined proximity to the vehicle location, wherein thecontroller transmits the command signal to the traffic signal inresponse to a determination that the user location is within thepredetermined proximity to the vehicle location.
 7. The control systemof claim 6, wherein the controller is further programmed to transmit,responsive to a determination that the user location is within thepredetermined proximity to the vehicle location, a pedestrian collisionwarning signal to a footwear controller attached to the shoe structure,the pedestrian collision warning signal causing the footwear controllerto command an alert system attached to the shoe structure to generate apredetermined visible, audible, and/or tactile alert perceptible by theuser.
 8. The control system of claim 1, wherein the controller isfurther programmed to: determine a vehicle location of a motor vehiclein a traffic lane regulated by the traffic signal; and determine whetherthe vehicle location is within a predetermined proximity to the trafficsignal, wherein the controller transmits the command signal to thetraffic signal in response to a determination that the vehicle locationis within the predetermined proximity to the traffic signal.
 9. Thecontrol system of claim 8, wherein the controller is further programmedto transmit, responsive to a determination that the vehicle location iswithin the predetermined proximity to the traffic signal, a pedestriancollision warning signal to a footwear controller attached to the shoestructure, the pedestrian collision warning signal causing the footwearcontroller to command an alert system attached to the shoe structure togenerate a predetermined visible, audible, and/or tactile alertperceptible by the user.
 10. The control system of claim 1, wherein thedetection tag includes a radio frequency (RF) transponder configured tomount to the shoe structure, and wherein the prompt signal has a firstRF power with a first frequency, and the response signal has a second RFpower with a second frequency distinct from the first frequency.
 11. Thecontrol system of claim 10, wherein the prompt signal includes anembedded data set, and wherein the response signal retransmits at leasta portion of the embedded data set back to the transmitter-detectormodule.
 12. The control system of claim 10, wherein the RF transponderincludes an RF antenna and a frequency filter connected to the RFantenna, the frequency filter being configured to reject signals havingan RF power with a third frequency distinct from the first frequency.13. The control system of claim 1, wherein the controller is furtherprogrammed to: receive, from a footwear controller attached to the shoestructure of the IES, real-time user position data and user dynamicsdata; and determine a pedestrian collision threat value based on fusionof the real-time user position data and user dynamics data, thepedestrian collision threat value being predictive of intrusion of theuser with respect to a motor vehicle in a traffic lane regulated by thetraffic signal.
 14. The control system of claim 13, wherein thecontroller is further programmed to receive, from the footwearcontroller, behavioral data indicative of historical behavior of theuser, wherein the pedestrian collision threat value is further based onfusion of the user position data and user dynamics data with thebehavioral data.
 15. The control system of claim 14, wherein thecontroller is further programmed to receive crowd-sourced dataindicative of behavior of multiple individuals in proximity to the userlocation, wherein the pedestrian collision threat value is further basedon fusion of the behavioral data, user position data, and user dynamicsdata with the crowd-sourced data.
 16. The control system of claim 15,wherein the controller is further programmed to receive environmentaldata indicative of a surrounding environment of the user location,wherein the pedestrian collision threat value is further based on fusionof the behavioral data, user position data, user dynamics data, andcrowd-sourced data with the environmental data.
 17. The control systemof claim 1, wherein the IES includes a footwear controller and a haptictransducer both attached to the shoe structure, and wherein thecontroller is further programmed to transmit a pedestrian collisionwarning signal to the footwear controller, the pedestrian collisionwarning signal causing the footwear controller to command the haptictransducer to generate a predetermined tactile alert configured to warnthe user of an impending collision with a motor vehicle.
 18. The controlsystem of claim 1, wherein the IES includes a footwear controller and anaudio component both attached to the shoe structure, and wherein thecontroller is further programmed to transmit a pedestrian collisionwarning signal to the footwear controller, the pedestrian collisionwarning signal causing the footwear controller to command the audiocomponent to generate a predetermined audible alert configured to warnthe user of an impending collision with a motor vehicle.
 19. The controlsystem of claim 1, wherein the IES includes a footwear controller and alighting element both attached to the shoe structure, and wherein thecontroller is further programmed to transmit a pedestrian collisionwarning signal to the footwear controller, the pedestrian collisionwarning signal causing the lighting element to generate a predeterminedvisible alert configured to warn the user of an impending collision witha motor vehicle.
 20. The control system of claim 1, wherein thetransmitter-detector module is configured to mount to a stationarystructure and/or a moving structure, wherein the detection tag isconfigured to mount inside the shoe structure of the IES, and whereinthe controller is remote from the shoe structure of the IES.